Railway braking apparatus



` H. L. BONE RAILWAY BRAKING APPARATUS May 2, 1933.

Filed March 25, 1930 Lm, mo mB W. mA.

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- otally supported in lPatented May 2, 1933 UNITED STA a SIGNALcovMrANioF` swrssvALE, rENNjsY,LvANkA,4 AconronATroN orrENN- SYLVAN'IA.

Application led March 25,

My invention relates to railway braking apparatus, and particularly tobraking apparatus of the type comprising braking bars located in thetrackway adjacent a track rail and arranged to be moved at times intoengagement with the wheels of a car or vehicle.

I will describe one form of braking `appa.- ratus embodying myinvention, and will then point out the novel features thereof in theclaim.

In the accompanying top plan view showing one rail of a railway trackhaving associated therewith one form of braking apparatus embodying myinvention. Fig. 2 is a transverse sectional view of the brakingapparatus illustrated in Fig. 1 showing on a somewhat larger scale thepositions which the parts occupy when the braking apparatus is engaginga car wheel. Fig. 3 is an enlarged detail viewL of a portion of theapparatus illustrated in Fig. 1.

Similar reference characters refer to similar parts in all three views.w

Referring first toFigs. 1 and 2, the reference character 1 designates arailway track rail which is supported by tie plates 2 secured to theusual cross ties 3, and along which cars normally move in the directionindicated by the arrow. Located on opposite sides of this rail are twobraking bars B and C, each comprising a pluralityy of beam sections 6.Each beam section 6 is provided with the usual Wheel engaging shoe 7.Piveach beam section 6 of each braking bar are a plurality of trunnionsD. Each trunnion D is connected with the adjacent beam section by meansof a resilient linky Gr being disposed at angles with the rail in suchmanner that movement of the 'beam sections in directions parallel towill result in movement of these sections to-` ward and away from therail, that is, into closed and open positions of the braking bars. Thebeam sections may tions parallel to the rail by any suitabley means,such, for example, as by the mechanism shown and described in mycopending application for. States, Serial No. 307 ,895, tiled September24,

drawing,F1g. 1 1s a n vinthe confronting end closest to the rail 1 willengage the side-8EL y,the tongue on thefloeam`- `Vance..

the trackway `adjacent` G, the links l the track rail be moved in direc-Letters Patent of the United RAILWAY BEARING ArPAaA'rUs'ff;

1928,-` for" railway .braking apparatus, which hasfbecome Patent No.1,812,191; This operatingmechanism is omitted fromthe drawing because itYforms no part of my present invention. It should be pointed out,however, that this mechanism is so constructed that when the brakingbars are in their closed positions and abeam section is engaging a carwheel, thereby causing the springs of the resilient links G which areconnected with. such beam `section to limited. amount'of tipping of thisybeam section will take 'place as illustrated in Fig. 2, this vtippingcausing the associated brake shoe to engage thecar wheel at a. higherpoint and therefore a more effective point than would be the case ifthis tipping did not take place.

Referring. now also to Fig. 3, each beamsection 6 is provided at one endwith a vertical tongue Swhich enters a vertical-'groove 9 ofthe adjacentbeam section. .xl/Vith this articulatedl connection, oar wheel'smay passsmoothly from one beam section` to the next l`without undesirableshocks. The parts are so arranged. that the tongues 8' are on the`entering endsof the beam sections, so that when a car wheel passes fromonefbeam sectionto the'next, the wall 9 ofthe; correspond-ing groove 9which is of sectionnext in ad- The parts4 are further proportioned insuch manner that the regions of contact between the mating tongues andgrooves under the above conditions are atleast as close to the rail asthe line through the points of connection between the beam sections andthe resilient links G.

With the parts constructed in this manner, I havefound that when thebraking bars are in their closed positions and a car wheel is about topass from a given beam section to the beam section next` in advance, theentering end ofthe lbeam section next in advance will not only be forcedaway from the rail. the. same distance as thek leaving end of the givenbeam section, but will also be tipped or raised approximatelythe sameamount as the givenbeam section israised by engagement ywiththe carwheel. As a result, when the car wheels pass from one beam section tothe neXt, there is no shock either to the car wheels or to the brakingapparatus so that a more effective braking action takes place, and thelife of the apparatus is greatly lengthened due to the decreasedstrains. Furthermore, since the b-eam sections are raised as well asmoved away from the rail in advance of the entry of a car wheel into asection, any ten` dency of the beam sections to lift the car wheels oiof the rails as the wheels enter-'a section is practically eliminated.

Although I have herein shown and described only one formof railwaybraking apparatus embodying my invention, it is understood that variouschanges and modifications may be made therein within the scope of theappended claim without departing from the spirit and scope of myinvention.

Having thus described my invention, what I claim is:

Railway braking apparatus comprising two beam sections located end toend beside a' track rail, a plurality of resilient links connected atone end with each beam section in such manner that said beam sectionswill be moved toward or away from the track rail into open or closedpositions in response to movement of the beam sections in directionsparallel to the rail and that when said beam sections are in theirclosed positions and a beam section is engaging a car wheel a slightamount of tipping of such beam section takes place, the rear one of saidbeam sections being formed on its leaving end with a vertical` groovehaving one wall at least as close to the rail as the line of applicationof forces applied to the'beam sections by said resilient links, and atongue on the other beam section entering said groove and adapted to beengaged by said wall when said rear beam seetion is engaging a carwheel, whereby said other beam section is'both moved away from the railand tipped in advance of the' entry of the car wheel into said othersection.

In testimony whereof I aliX my signature. y

HERBERT L. BONE.

